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CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Inatituta  for  Hiatorical  Microraproductiona  /  Inatitut  Canadian  da  microraproductiona  tiiatoriquaa 


©1984 


I'achnical  and  Bibliographic  Notas/Notas  tachniquaa  at  bibliograpliiqua* 


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Tha  Instituta  has  attamptad  to  obtain  tha  bast 
original  copy  avallabia  for  filming ,  Faaturas  of  this 
copy  which  pnay  ba  bibliographically  uniqua, 
which  may  altar  any  of  tha  imagas  in  tha 
raproduction.  or  which  may  significantly  changa 
tha  usual  mathod  of  filming,  ara  chackad  balow. 


0Colourad  covars/ 
Couvartura  da  couisur 


I      I    Covais  damagad/ 


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Couvartura  andommagAa 


Covars  rastorad  and/or  iaminatad/ 
Couvartura  rastauria  at/ou  pallicuiAa 


I      I   Cover  titia  missing/ 


La  titra  da  couvartura  manqua 


I      I   Coloured  maps/ 


D 


Cartas  giographiquas  an  couiaur 

Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encre  da  couiaur  (i.e.  autre  que  bleue  ou  noire) 


Coloured  pistes  and/or  illustrations/ 
Planches  et/ou  illustrations  an  couleur 


Bound  with  other  material/ 
Reiii  avac  d'autres  documents 

Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

Lareliure  serrie  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  intArieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certainas  pages  blanches  ajoutAas 
lors  d'une  restauration  apparaissant  dans  la  taxte, 
mais,  lorsque  cela  Atait  possible,  ces  pages  n'ont 
pas  6tA  filmtes. 

Additional  comments:/ 
Commentaires  suppMmentaires: 


L'Institut  a  microfilm*  le  meilleur  exempiaira 
qu'il  lui  a  AtA  possible  de  se  procurer.  Les  dAtaiis 
da  eat  exempiaira  qui  sont  paut-Atre  uniques  du 
point  de  vue  bibliographiqua.  qui  peuvent  modifier 
une  image  reproduite.  ou  qui  peuvent  w'tryr  une 
modification  dans  la  mAthode  normaia  tin  filmaga 
sont  indiqu4s  ci-dessous. 


D 
D 
D 
0 
D 
0 
D 
D 
D 
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Coloured  pages/ 
Pagaa  da  couhur 

Pages  damaged/ 
Pages  endommagAes 

Pages  restored  and/or  laminatati/ 
Pages  restaurtes  et/ou  peilicuitos 

Pages  discoloured,  stained  or  foxed/ 
Pages  dAcolorAes,  tachattes  ou  piquAas 

Pages  detached/ 
Pages  ditach^as 

Showthrough/ 
Transparence 

Quality  of  print  varies/ 
Quality  inigaie  de  I'impression 

Includes  supplementary  material/ 
Comprand  du  material  suppKmantaire 

Only  edition  available/ 
Saula  MItion  disponibie 

Pagaa  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc..  have  been  refilmed  to 
ensure  the  best  possible  image/ 
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obscurcies  par  un  feuillet  d'errata.  una  pelure. 
etc..  ont  M  filmies  i  nouveau  de  fa^on  A 
obtenir  la  mailleure  image  possible. 


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This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  film*  au  taux  de  rMuction  indiqu*  ci-dessous. 

10X  14X  18X  ax 


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The  copy  filmed  here  hat  been  reproduced  thanka 
to  the  generoaity  of: 

Library  of  the  Pubiic 
Archivea  of  Canada 


The  images  appearing  here  are  the  beat  quality 
poaaibla  conaidering  the  condition  and  legibility 
of  the  original  copy  and  in  Iceepiny  with  the 
filming  contract  apecif ications. 


Original  copies  in  p^  nted  paper  covera  are  filmed 
beginning  wKh  the  Vront  cover  and  ending  on 
the  iaat  page  with  a  printed  or  illuatrated  imprea- 
aion,  or  the  baeic  cover  when  eppropriate.  All 
other  original  copiea  are  filmed  beginning  on  the 
f  irat  page  with  a  printed  or  illustrated  imprea- 
aion,  and  ending  on  the  iaat  page  with  a  printed 
or  illustrated  impreaaion. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  aymbol  »^  (meaning  "CON- 
TINUED"), or  the  aymbol  V  (meaning  "END"), 
whichever  appliea. 


L'exemplaire  film*  fut  i«produit  grAce  A  la 
gAnAroaitA  ue: 

La  bibliothAque  des  Archives 
puMlques  du  Canada 

Las  images  suivantes  ont  AtA  reproduitea  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  at 
de  la  nettetA  de  l'exemplaire  f ilmA,  et  en 
conformitA  avec  les  conditions  du  contrat  da 
filmage. 

Les  exemplairea  originaux  dont  la  couverture  en 
papier  eat  imprimAe  sont  filmAs  en  commenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernlAre  page  qui  comporte  une  empr9inte 
d'impreaaion  ou  d'illuatratlon,  soit  par  le  second 
plat,  aelon  le  caa.  Toua  les  autres  exemplairea 
originaux  sont  filmAs  en  commenpent  par  la 
premiAre  page  qui  comporte  une  empreinte 
d'impreaaion  ou  d'illuatration  et  en  terminant  par 
la  dernlAre  page  qui  comporte  une  telle 
empreinte. 

Un  dea  aymbolea  auivanta  apparaftra  aur  la 
derniAre  imege  de  cheque  microfiche,  aelon  le 
caa:  l«  aymbole  -^  a^gnifie  "A  SUIVRE",  le 
aymbole  ^  aignlfie  "FIN". 


Mapa,  piatea,  charta,  etc.,  may  be  filmed  at 
different  reduction  ratioa.  Thoaa  too  large  to  be 
entirely  included  in  one  expoeure  are  filmed 
beginning  in  the  upper  left  hand  comer,  left  to 
right  and  top  to  bottom,  aa  many  framea  aa 
raquired.  The  following  diagrama  illuatrate  the 
method: 


Lea  cartea,  planchea,  tableaux,  etc..  peuvent  Atre 
filmAs  A  dea  taux  de  rAducticn  diff Arents. 
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reproduit  en  un  aeul  clichA,  11  eat  7ilmA  A  partir 
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REPORT 


ON   TlIK 


YOEK  &  CUMBERIANB  RAIL  EOAD, 


ITS 


ADVANTAGES  AND  PROBABLE  KEVENUE, 


WITH  STATISTICS  OP  THE  COST  AND  TRAFPIO 


OP 


NEW  YORK  &  MASSACHUSETTS  RAIL  llOADS, 


BY   A.    C.    MORTON, 

CONSULTING   ENGINKEK. 


PORTLAND: 
FOSTER    &    GElilllSH,  PRINTERS. 

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WITH 


STATISTICS  OF  THE  COST  AND  TRAFFIC 


(1 


or 


VARIOUS  ROADS  IN  THE  UNITED  STATES, 


BY   A.    C.    MORTON 


CONSULTINO  ENGINEER. 


/ 


"!*»»i. 


J. 


PORTLAND: 
FOSTER    &    GERRISH,  PRINTERS. 

ADVERTiaSR   OmCB. 


1849. 


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'    Portland,  August  18th,  1849. 

To  the  President  and  Director's  of  the  Ywk 
and  Cumberland  Bail  Poad  Company, 

Gentlemen  :  — 

In  compliance  with  your  request,  I  have  carefully  examined  the 
line  of  your  road,  the  maps,  profiles,  dec,  and  have  collected  such 
statistical  information  as  the  short  time  allowed  me  would  permit, 
and  now  have  the  honor  to  submit  a  Report  relative  to  its  general 
characteristics  and  the  present  state  of  the  work,  together  with 
some  observations  on  its  connexion  with  other  roads,  the  resources 
of  the  country,  and  the  probable  amount  of  trade  that  may  be 
derived  thtrefrom.  i\i    o  r  ,      •  .        ;    i   j     .      >  ?•;.■  w-    ■ 

At  an  early  day  the  route  of  your  road  was  regarded  as  the 
most  favorable  for  forming  a  railway  connexion  between  Portland 
and  Boston,  and  a  charter  was  granted  by  the  Legislature  of  Maine, 
for  this  purpose. 

From  a  variety  of  causes,  which  it  is  not  necessary  to  mention, 
its  construction  was  delayed  till  after  the  expiration  of  the  time 
flamed  in  the  original  Act  for  its  commencement.  •  '> 

On  the  commencement  however,  of  the  great  system  of  railways 
in  this  State,  the  manifest  advantages  of  your  line,  and  the  impor- 
tance of  an  intericr  route  from  Portland  to  Boston,  by  which  the 
large  trade  of  York  County  and  a  portion  of  Cumberland  shduld  be 
accommodated,  became  apparent,  and  the  friends  of  the  enterprise  ^ 
applied  for  a  Charter,  which  was  granted  by  the  Legislature  of 
1846.  This  charter  is  similar  to  that  of  the  Atlantic  and  St.  Law- 
rence Rail  Road  Co.,  and  is  regarded  as  liberal  in  all  its  provisions. 

The  requisite  amount  of  stock  having  been  subscribed  for  that 


\ 


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purpose,  the  Company  was  organized  on  the  20th  of  July  1S48, 
and  soon  thereafter  the  whole  line  was  placed  under  contract  and 
the  work  commenced. 

DfiCRir-'.ON  OF  THE  ROUTE. 

Commencing  at  the  foot  of  Preble  Street  in  the  City  of  Portland, 
your  line  follows  a  Southwesterly  course  passing  through  the  towns 
of  Weslbrook,  Gorham,  Buxton,  Hollis,  Waterborough,  Alfred 
North  Berwick  and  Berwick  to  Salmon  Falls,  a  distance  of  about 
49  miles,  where  it  unites  with  the  Boston  and  Maine  Rail  Road. 

The  topographical  features  of  the  country  along  your  line,  are 
somewhat  irregular,  yet  the  changes  in  the  surface  are  gradual, 
and  the  uplands  are  of  such  gentle  slopes,  as  to  add  much  to  the 
beauty  of  the  country,  and  the  value  of  the  soil ;  while  they  inter- 
pose no  serious  obstacles  to  a  favorable  location  of  the  road. 

Traversing  the  country  as  your  road  does,  in  a  direction  nearly 
parallel  to  the  coast,  the  principal  water  courses  whi'  ,  convey  the 
drainage  of  the  country  to  the  sea,  have  generally  a  transverse 
direction  to  that  of  your  line.  This  would  seem  to  indicate  an  un- 
favorable  feature  in  the  topography  of  tha  country,  precluding  in 
a  measure,  the  location  of  a  road  which  should  possess  the  essential 
requisites  of  favorable  allignment,  easy  grades,  and  economy  in 
construction.  This,  however,  from  ti.e  peculiar  formation  of  the 
country,  and  the  moderate  elevation  of  the  grounds  dividing  these 
streams,  constitutes  no  material  objection  to  a  favorable  location  of 
your  road.  On  a  portion  of  the  Middle  and  Western  Divisions  of 
the  road,  the  line  passes  over  e.  succession  of  sandy  plains  of  mod- 
erate  width  and  elevation,  skirted  by  uplands  of  great  fertility,  and 
retaining  all  the  gei<o  2I  characteristics  of  those  on  other  portions 
of  the  route.  * 

The  soil  on  that  portion  of  the  line  between  Portland  and  Gor- 
ham is  mostly  clay,  but  ca  attaining  the  more  elevated  grounds  at 
that  place  and  descending  to  the  valley  of  'he  Saco  river,  ii  is  of  a 
more  favorable  character;  sand  and  gravel  predominating  for  a 
considerable  portion  of  the  d'stance.  West  of  that  stream  the  soil* 
on,  and  in  the  immediate  vicinity  of  the  line  with  some  exceptions, 
is  of  a  sandy  character. 


The  line  for  a  short  distance  in  the  town  of  HoUis,  and  also  ap- 
proaching Mousam  river,  passes  over  ground  requiring  cuttings  of 
considerable  magnitude,  with  indications  of  clay  and  rock. 

The  rock  throughout  the  whole  extent  of  your  line,  is  of  prim- 
itive formation,  and  probably  more  of  this  material  will  be  encoun- 
tered at  the  above  mentioned  points,  than  on  all  other  portions  of  the 
route.  More  extended  surveys  will  doubtless  partially  relieve  this 
part  of  the  line  of  its  asperities. 

The  amount  of  earth  work  to  be  done  on  the  whole  line,  when 
a  careful  location  shall  have  been  made,  will  be  about  the  same 
as  on  other  roads  of  medium  cost  in  New  England.  This  will  also 
be  the  case  with  the  iuochanical  work,  and  although  a  number  of 
bridges  are  required,  yet  they  are  generally  favorably  located,  of 
moderate  elevation,  and  there  are  no  indications  of  unusual  difficul- 
ties in  their  construction. 

The  line  crosses  the  Presumpscot  river  at  Congin,  and  re-crosses 
at  Saccarappa,  the  bridge  at  the  former  point  has  one  span  of  140 
feet,  and  at  the  latter,  two  spans  of  170  1-2  feet  each,  making  a 
total  length  of  truss  bridging  on  the  Eastern  Division  of  4S3  linear 
feet. 

The  bridge  for  crossing  the  Saco,  which  properly  belongs  to  the 
Middle  Division  of  the  road,  will  be  about  450  feet  in  length. 

Its  axis  will  vary  somewhat  from  a  right  angle  with  the  course  of 
the  stream,  and  it  will  be  located  at  a  point,  where  rock,  or  other 
favorable  materials  will  be  found  for  the  fouhdations.  The  other 
bridges  on  the  line  are  of  less  importance  ;  the  largest  of  which  is 
required  for  crossing  Mousam  river,  having  a  span  of  about  120 
feet. 


'i 


COST  OF  THE  ROAD  —  AND  PRESENT  STATE  OF    . 

THE  WORK. 

The  whole  of  your  road  is  contracted  to  be  built  by  Messrs. 
J.  G.  Myers  &  Co.,  on  terms  which  are  considered  favorable  to 
the  Company. 

The  contract  includes  every  item  of  expense  except  kind,  buil- 
dings, and  machinery,  and  for  the  whole  road  amounts  to  S  955,500. 


6 


$200,000 


To  this  must  bo  added  the  cost  of  the  above  men- 
ticned  items,  and  an  allowance  for  the  general  expen- 
ses of  the  company,  in  all  probably  amounting  to  the 
sum  of * 

Which  gives  as  'hG  total  cost  of  the  Road,        -        $  1,155,500. 

Averaging  $23,514  per  mile,[See  appendix  note  A.]  , ;.  ,. 

The  contractors  subscribe  25  per  cent,  of  the 
amount  of  their  contract  in  the  Capital  Stock  of  the 
Company  which  amounts  to  ....        $  238,800, 

Leaving        ...  $  916,700, 

as  the  amount  of  meah?  required  from  other  Stock- 
holders. 

Up  to  the  present  time  there  has  been  subscribed 
exclusive  of  contractors  subscription,  $  135,000, 

Which  being  deducted  leaves        -        .        .        .        $781,700 
as  the  amount  yet  to  be  obtained  by  su  scripjion,  or 
otherwise   to  complete,  and  put  in    operation    the 
whole  Road.        } 

It  is  believed  that  on  the  completion  of  the  Eastern  division  of 
the  road,  which  extends  from  Portland  to  Saco  river,  a  distance  of 
17,  81-100  miles,  that  a  handsome  revenue  ,wiU  be  immediately 
derived  from  the  locaf  busipess  of  the  country.  As  evety  consid- 
eration renders  it  desirable  that  this  portion  of  the  road  should  be 
put  in  operation  at  the  earliest  practicable  period,  I  here  add  an 
approximate  estimate  of  its  cost  based  on  the  estimate  of  quantities 
returned  by  your  Engineer,  and  thi.  contract  price  of  Messrs.  J.  G. 


Myers,  &  Co.        ,^''\.'-.,^'*"r'*-«?*^'^'-^-.^>t{.-*^. .„../:./.,.„.,. 

For  grading,  bridging,  fencing  and  track      -        •  $  377,750, 

Averaging  $21,210,  per  mile. 

For  lands,  bnildings,  general  expenses  of  the  com- 
pany, and  machinery  to  operate  this  part  of  the  road  $  97,000. 
Total  cost  to  Saco  river,       ...        -  $  474,750, 

Stock  subscribed  for  by  contractors,         -        .  -       94,400, 

Amount  required  from  other  stockholders,    -        -  380,360, 

Amount  already  subscribed  by    "  135,000, 

Leaving $2457350", 


ts 


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4 


to  be  provided  for,  to  complete  the  road  from  from 
Portland  to  Saco  river,  and  put  it  in  operation. 

The  following  shows  the  cost  of  the  road  from 
Portland  to  Gorham.       \  _^     .  . 

For  grading,  bridging,  fencing  and  track, 

Averaging  $  23,525,  per  mile. 

For  lands,  buildings,  machinery  &c., 

Total  cost, 

Amount  of  contractors  stock,     .        .        •        . 

Amount  required  from  other  stockholders. 
Amount  already  subscribed  by 


(I 


Leaving 


$251,956, 

$67,000, 

8318,956, 
63,000, 

$255,956, 
$  135,000, 

$  120,956, 


as  the  additional  amount  to  b.e  obtained  to  complete 
and  put  in  operation  the  road  from  Portland  to 
Gorham. 

In  reference  to  the  above  estimate,  it  is  proper  to  observe,  that 
the  cost  of  the  several  divisions  has  been  deduced  from  quantities 
estimated  by  your  Engineer  on  a  preliminary  survey  of  the  line 
from  Gorham  to  its  Western  terminus,  and  those  of  the  located 
line  from  Portland  to  Gorham.  On  a  final  location  of  the  whole 
line,  the  proportionate  cost  of  the  several  divisions  may  be  some* 
what  varied,  although  the  total  cost  of  the  wholO  road  is  determined 
and  fixod  by  the  contract.  The  estimated  cost  of  land  has  been 
made  with  much  care,  and  from  the  best  information  in  possession 
of  the  Directors,  but  as  there  is  ..  le  uncertainty  as  regards  the 
amount  required  for  damages,  &c.,  it  is  deemed  proper  to  provide 
liberally  for  this  item.  Relative  to  the  cost  ^f  buildings  and  ma- 
chinery, there  is  no  difficulty  in  making  a  pn  per  estimate.  Your 
station  houses  are  supposed  to  be  constructed  of  wood,  and  of  mod- 
erate dimensions.  The  amount  of  machinery  embraced  in  the 
estimate,  is  designed  to  be  sufficient  to  commence  operations  with, 
but  probably,  further  additions  will  soon  thereafter  be  necessary. 

The  work  done  on  your  road,  is  confined  to  that  portiom  between 
Portland  and  Gorham  a  distance  of  10  3.4  miles, 


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8 


There  have  been  77,000  cubic  yards  of  earth,  and  7000  cubic 
yard?  of  rock,  removed  from  cuts  and  carried  into  embankments. 

One  of  the  abutments  of  the  Congin  bridge,  and  one  of  the  piers 
of  Saccarappa  bridge  are  carried  up  to  the  bearing  line.  The  road 
bridge  west  of  ihe  village  of  Saccarappa,'  is  completed.  The  total 
amount  of  bridge  masonry  laid,  is  750  cubic  yards,  and  of  culvert 
maspnry  1300  yards.  The  fencing  of  this  part  of  the  road  is  in 
progress,  nearly  half  of  it  is  completed,  and  the  materials  for  the 
balance  delivered.  •       ' 

The  iron  for  10  miles  is  contracted  for,  and  will  probably  soon 
be  delivered  at  Portland.  The  sleepers  for  the  same  number  of 
miles  of  track,  are  purchased,  and  a  large  portion  delivered. 

The  contractors  are  fully  prepared  to  press  forward  the  work,  in 
the  most  energetic  manner  to  completion,  whenever  the  pecuniary 
circumstances  of  the  company  shall  permit.  If  means  are  provided 
for  the  vigorous  prosecution  of  the  work,  the  road  may  be  complet- 
ed to  the  Saco  river  in  the  fall  of  1850,  and  the  whole  road  in  the 
fall  of  1851. 


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CONNECTIONS  &,  PROBABLE  TRADE  OF  YOUR  ROAD. 


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The  design  of  your  road  as  before  stated,  is  to  connect  with  the 
Boston  and  Maine  road,  and  thus  give  an  interior  communication 
between  Portland  and  Boston  and  the  intermediate  towns,  furnishing 
a  cheap  and  expeditious  conveyance  to  market,  for  the  trade  of  that 
section  of  the  country  through  which  it  passes,  while  it  will  open  a 
new  and  picturesque  route  for  through  travel.  *^vt;. 

But  before  further  discussing  the  question  of  connections,  we  will 
proceed  to  a  consideration  of  the  local  business  of  your  road. 

To  arrive  at  a  just  conclusion  as  to  the  amount  of  this  trade,  wc 
must  have  reference  to  the  character  of  the  country  along  your  line 
its  extent,  resources  and  population. 

I  have  complied  the  following  tabular  statement  from  the  publish- 
ed statistics  of  the  General  Government,  showing  the  population  and 
the  agricultural  products  of  each  of  *>ie  towns  along  the  route,  or  in 
its  vicinity,  whose  trade  will  pass  over  your  road. 


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16 


The  preceding  statistics  excepting  the  valuation,  were  collected 
in  1840,  ard  arc  probably  much  below  the  actual  products  at  the 
present  time.  ? »  ''      '  "  '  ^ 

The  valuation  was  made  out  in  1844,  for  the  purpose  of  assessing 
J^f'^  the  State  tax,  and  this,  it  is  well  known,  is  at  leastjaMiiHpiiaiA  per 
cent  below  the  present  actual  value  of  personal  and  real  estate  in 
these  towns.  I  have  also  collected  from  reliable  sources  in  several 
of  these  towns,  valuable  statistical  information  relative  to  the  busines 
and  probable  amount  of  tonnage  from  each.  The  towns  whose 
trade  will  be  tributary  to  your  road,  a;.e  generally  in  a  high  stale  of 
cultivation,  having  a  thrifty  and  enterprising  population. 

The  streams  along  the  line  furnish  an  almost  inexhaustible 
amount  of  water  power,  which  is  already  improved  to  some  extent, 
and  will  come  into  immediate  use,  as  soon  as  the  facilities  of  reach* 
ing  market  are  offered  by  the  completion  of  your  railway. 

Taking  up  the  question  of  its  local  advantages  for  business  1 
would  remark  that  soon  aAer  reaching  the  flourishing  village  of  Sac- 
carappa,  your  road  will  have  a  very  considerable  income. 

Here  the  Presumpscot  river  has  a  fall  of  32  feet,  and  the  water 
power  caused  thereby  is  adequate  to  operate  100,000  spindles,  and 
at  Congin,  one  mile  below  Saccarappa,  and  within  a  slight  distance 
of  the  line  of  your  road,  there  is  a  fall  of  17  feet.  Within  6  miles 
of  the  City  of  Portland,  you  bring  into  immediate  use  an  extent  of 
water  power  as  great  as  that  now  in  use  at  Saco  and  Biddeford. 

It  appears  a  matter  of  surprise  that  so  great  and  valuable  a  water 
power,  so  convenient  to  tide  water  as  this,  should  remain  till  this 
time  comparatively  unused.  There  is  no  other  Atlantic  City  in  the 
United  States,  (unless  perhaps  we  except  Baltimore)  that  boasts  of 
such  unrivalled  advantages  for  manufacturing  industry  in  its  imme- 
diate  vicinity,  as  the  City  of  Portland. 

The  Presumpscot  river  is  discharged  from  Sebago  Lake  17  miles 
from  Portland.  The  latter  is  elevated  260  feet  above  tide  water, 
and  covers  a  surface  of  100  square  miles.  Between  this  Lake  and 
the  sea,  there  are  no  less  than  15  distinct  falls,  varying  from  10  to 
32  feet  each,  having  an  aggregate  of  228  feet.  All  of  these  falls 
are  capable  cf  being  made  valuable  for  manufacturing  purposes. 


nil 


11 


and  it  is  not  asserting  too  mach,  to  say  that  a  continuous  manufac- 
turing village  will  eventually  extend  from  where  your  railway 
reaches  the  Presumpscot,  to  the  Outlet  of  Sebago  Lake.  There  is 
an  even  and  uniform  flow  of  water  in  the  Presumpscot,  from  the 
capacity  of  its  great  natural  reservoir,  Lake  Sebago,  that  insures 
against  the  damages  of  sudden  floods,  or  the  evils  arising  from  se- 
vere drought  in  the  summer.  In  this  respect,  it  has  capacity  and 
advantages  beyond  most  streams  in  New  England,  at  present  in 
use,  and  from  the  proximity  of  its  water-falls,  to  a  large  seaport, 
may  claim  to  posses  advantages  no  where  surpassed. 

The  only  surprise  is,  considering  the  density  of  the  population 
upon  the  line,  the  wealth  of  the  inhabitants,  and  its  favorable  loca- 
tion for  business,  that  it  has  not  before  been  brought  into  greater 
notice  by  means  of  a  railway. 

To  see  a  Lowell,  or  a  Manchester,  within  six  miles  of  Portland, 
at  an  early  day,  it  needs  only  the  prevalence  of  the  same  spirit  of 
enterprise,  and  thb  same  forecast  that  has  given  to  the  other  manu- 
facturing towns  af  New  England  their  importance. 

At  Saccarappa  there  are  at  present  in  operation  3  Cotton  Mills, 
having  8700  spindles  and  employing  350  persons.  There  is  also 
1  power  loom  Harness  Factory  —  1  Flouring  Mill  —  2  Shingle  and 
Lath  Mills  —  2  Machine  Shops  —  1  Lock  Shop  —  1  Iron  Foundry 
—  4  Saw  Mills,  and  various  other  kinds  of  machinery.  There  are 
also  18  Stores. 

W;,hin  the  limits  of  the  free  grammar  school  district  which  ex- 
tends one  mile  in  each  direction  from  the  bridge,  there  are  2O0O 
inhabitants.  It  is  estimated  by  intelligent  timber  merchants  that 
the  Saw  Mills  manufacture  8,000,000,  of  feet  of  lumber  annually. 
There  are  nine  lines  of  Stages  running  through  this  place,  and  an 
Omnibus  running  twice  daily  to  Portland.  ^.. 

At  Congin,  there  are  2  Paper  Mills  —  1  Veneering  Mill,  and  I 
Store. 

The  present  amount  of  freight  from  these  places  amounts  to 
over  15,000  tons  annually. 

Above  Saccarappa  there  are  in  use  several  valuable  water  pow- 
ers operating  20  Saws  —  1  Cotton  Factory  and  other  machinery. 


^!l 


12 


The  next  important  point  on  the  line  is  Gorham,  a  rich  agricul- 
tural  town,  having  a  po[/ulation  of  over  3000  inhabitants,  and  con- 
taining 12  Stores  —  1  Academy,  and  1  female  Seminary.       - 

From  this  place  to  Sebago  Lake,  the  distance  is  about  seven 
miles,  and  the  construction  of  a  branch;,  from  your  road  to  this 
point,  will  connect  with  a  Steamboat  navigation  of  30  miles,  in  ex- 
tent, thereby  securing  the  travel  of  this  favorite  route  to  the  White 
Mountains,  and  the  trade  of  the  surrounding  towns.  There  are  at 
the  present  time,  6  Stage  Coaches  passing  daily  throngh  this  place. 

Your  road  reaches  the  Saco  river  in  the  town  of  Buxton,  which 
with  lue  town  of  Hollis  on  the  opposite  side  of  the  river,  will  fur- 
nish for  the  road  a  large  amount  of  trade.  Bar  Mills  are  situated 
about  a  half  a  mile  below  the  road,  where  the  river  has  a  fail  of 
20  feet. 

At  Salmon  Falls,  about  1  mile  below  Bar  Mills,  there  is  a  foil 
of  30  feet  at  one  point,  and  an  additional  fall  in  a  distance  of  half 
a  mile  of  probably  30  or  40  feet,  the  former  being  improved  to 
some  extent.  When  it  is  known  that  the  amount  of  water  flowing 
in  the  Saco  river  at  these  places  is  very  nearly  equal  to  the  same 
stream  at  Saco,  where  with  a  fall  of  38  feet  it  uow  drives  about 
100,090  spindles  and  a  large  amount  of  othef  machinery,  some 
idea  niay  be  formed  of  the  value  of  the  water  power  at  the  places 
above  mentioned. 

Wiihin  the  limits  of  these  two  towns,  there  are  23  Stores,  30 
Saw  Mills,  5  Grist  Mills,  1  Cotton  and  I  Woolen  Factory,  4  Lath 
and  2  Planing  Mills,  and  a  considerable  amount  of  other  machinery. 
The  amount  of  lumber  annually  manufactured  exceeds  20  millions 
of  feet,  and  there  is  an  extensive  business  carried  on  in  the  manu- 
facture of  Shingles,  Pails,  Tubs,  Sugar  Boxes,  Heading,  &c.  - 

The  value  of  the  articles  manufactured  being  mostly  products  of 
the  forests,  exceeds  $  400,000  annually.  It  will  also  be  observed 
by  reference  to  the  proceeding  tabular  statement,  that  the  agricul- 
tural products  and  the  number  of  neat  cattle  and  other  animals  in 
these  towns  are  large,  and  compare  favorabh>  yith  other  towns  in 
the  County  of  York.  In  the  town  of  Hollis  there  are  extensive 
quarries  of  granite  of  great  beauty  and  value  for  building  purposes, 


J3 


and  large  quantities  will  undoubtedly  be  transported  to  market 
when  a  cheap  conveyance  is  furnished.  It  is  estimated  by  intelli- 
gent business  men,  that  the  total  amount  of  freight  which  will  be 
furnished  by  these  two  towns,  with  the  present  trade,  will  exceed 
M,000  tons  annually. 

The  Saco  river  has  its  principal  source  in  the  Notch  of  the 
White  Mountains,  and  flowing  in  a  Southeasterly  direction,  its  vol> 
ume  is  increased  in  the  distance  of  a  few  miles  by  its  mountain 
tributaries  to  that  of  a  large  and  powerful  stream.  In  its  whole 
length  it  receives  the  drainage  of  a  section  of  country  of  650 
square  miles  in  extent.  AAer  it  emerges  from  the  highland  district 
it  runs  for  a  distance  of  60  miles  through  a  rich  agricultural  coun* 
try  opening  a  beautiful  and  fertile  valley  through  which  a  large 
trade  flows. 

The  aggregate  amount  of  fall  available  for  manufacturing  pur* 
poses  at  various  places,  within  a  distance  of  21  miles  above  the 
pomt  where  your  line  crosses  it,  exceeds  200  feet. 

k  furnishes  a  highly  favorable  route  for  a  branch  to  your  road, 
the  construction  of  which  would  further  develope  the  capabilities  of 
the  country  by  bringing  into  use  the  whole  of  its  valuable  water 
power,  and  building  up  manufacturing  towns  along  its  banks.  The 
day  is  probably  not  far  distant  when  this  branch  will  be  extended 
up  the  valley  of  the  Saco  in  a  direct  line  towards  the  White  Moun- 
tains, as  far  as  Conway,  New  Hampshire,  where  it  will  meet  a  line 
already  surveyed  from  Meredith  to  the  same  point,  thus  connecting 
your  road  by  another  attractive  route  with  the  roads  of  New  Hamp- 
shire and  Vermont. 

The  towns  bordering  the  Saco  and  Ossipee  rivers,  which  are 
tributary  to  your  road,  possess  great  natural  resources  and  at  the 
present  time  furnish  a  large  and  valuable  trade.  But  when  your 
road  shall  have  been  opened,  it  will  like  all  similar  works,  materially 
increase  the  value  of  lands  and  the  amount  of  trade,  for  the  rea- 
son that  it  will  give  to  the  agriculturalists  of  this  comparatively 
secluded  district,  nearly  the  same  facilities  of  reaching  the  market, 
as  those  more  favored  towns  in  the  immediate  vicinity.  It  will  call 
into  existence  new  branches  of  trade,  by  furnishing  a  cheap  and  rap- 
id  means  of  transportation  for  heavy  and  bulky  articles  which  at 


14 


present  ar3  comparatively  shut  out  of  market  from  the  great  ex- 
pense  of  conveyance.  The  effect  of  railways  is  to  equalize  trade, 
and  the  value  of  commodities  in  different  sections  of  the  country  ; 
to  reduce  the  cost  of  articles  drawn  from  the  cities  of  the  seaboard 
by  remote  towns  and  increase  the  value  of  the  products  of  the  in> 
terioa:  by  lessening  the  cost  of  their  delivery  in  market. 

After  crossing  the  Saco  'river,  your  road  will  pass  through  an 
agricultural  country  for  the  whole  distance.  On  reaching  Alfred, 
the  Shire  town  of  York  county,  you  are  in  the  midst  of  an  exceed* 
ingly  fertile  and  populous  district.  It  is  from  this  point  that  I  would 
propose  a  Branch  line,  to  which  allusion  will  hereafter  be  made ; 
extending  Westerly  to  Winnipiseogee  Lake.  ,.  i 

The  superiority  of  Portland,  as  a  market,  over  any  town  East  of 
Boston,  for  York  county  and  the  whole  region  to  the  North  of  your 
lint  both  in  Maine  and  New  Hampshire,  will  with  this  branch  tint, 
secure  to  your  road  nearly  the  whole  of  this  valuable  tradet  In 
Berwick,  at  Salmon  Falls,  the  point  where  your  road  unites  with 
the  Boston  and  Maine  road,  and  in  Somersworth  on  the  opposite  side 
of  the  river,  are  several  Cotton  Mills,  having  at  present  37,000 
spindles,  and  a  Capital  of  over  one  million  of  dollars.  At  Great 
Falls,  a  short  distance  above,  there  are  extensive  manufacturing 
establishments,  where  there  are  60,000  spindles  in  operation.      /.>.i 

The  large  population  and  extensive  manufacturing  interests  at, 
and  in  the  immediate  vicinity  of  the  Western  terminus  of  your  road 
will  naturally  add  much  to  the  intercourse  with  the  interior,  and 
doubtless  contribute  largely  to  your  business. 

It  is  unnecessary  to  pursue  the  subject  of  the  local  trade  of  your 
line,  further  than  briefly  to  allude  to  some  of  the  leading  articles 
which  will  constitute  the  bulk  of  its  freight  business.  "  ' 

Among  the  various  advantages  which  indicate  the  great  superi* 
ority  of  your  road,  the  principal  consideltition  is  the  fact,  that  for 
nearly  its  whole  extent,  the  country  is  thickly  populated,  the  soil 
fertile  and  in  a  high  state  of  cultivation. 

The  surplus  productions  of  agriculturalists  must  therefore  com- 
pose a  very  considerable  portion  of  the  tonnage  of  the  road.  Large 
quantities  of  pressed  hay,  grain,  beef,  potatoes,  cattle,  sheep,  6sc., 
will  be  forwarded  to  market  by  this  conveyance. 


Catt 
this  St 


Year. 

Sh 

1844 
1845 
1846 
1847 

1848 

15 


Cattle  in  great  numbers  are  annually  driven  from  various  parts  of 
this  State,  through  York  county  to  Brighton  market,  which  together 
with  those  forwarded  from  that  county,  will  of  itself  constitute  a 
most  important  branch  of  business. 

Experience  both  in  this  country  and  Europe  shows,  that  the  cost 
of  transporting  cattle  on  railways,  is  small  in  comparison  with  the 
loss  of  weight,  and  the  time  and  expenses  when  driven.  Dealers 
are  enabled  to  take  advantage  of  a  favorable  state  of  the  market , 
and  deliver  their  cattle  at  a  given  point,  arriving  with  the  great- 
est certainty,  and  in  a  saleable  and  fresh  condition. 

Immense  numbers  of  cattle  are  now  annually  transported  to 
various  Atlantic  cities  of  the  United  States,  by  railways,  and  this 
trade  must  continue  to  increase  as  new  avenues  are  opened  and 
more  remote  sections  of  country  furnished  with  these  facilities.  It 
only  requires  the  proper  accommodations  and  a  reasonable  tariff  of 
charges,  to  insure  to  your  road  a  large  revenue  from  this  source. 

Another  important  article  of  trade  on  your  road,  will  be  ship 
Timber,  large  quantities  of  which  are  sent  to  market  annually. 
It  is  only  the  great  expense  of  transportation  by  teams,  that  pre* 
vents  a  more  extensive  trade  in  this  article  at  the  present  time.  The 
rapid  increase  of  ship  building  in  the  district  of  Portland,  shows  the 
importance  of  this  branch  of  business,  and  the  great  demand  for 
ship  timber. 

The  following  table  exhibits  the  tonnage  of  Shipping  owned  and 
built  in  the  State  of  Maine,  and  also  the  same  for  the  District  of 
Portland,  from  1844  to  1848. 


PORTLAND  DISTRICT. 

All  omBR  Distriotd  in  Statk. 

Yeu. 

Ships  owned, 
Tonoago. 

Per  cent, 
increue 
from  year 
to  year. 

Ships 

bult 

Tonnage. 

Pr.  ct. 
Increase 

from 
year  to 

year. 

Ships 
owned. 
Tonnage. 

pr.  ct 
increase 

from 
year  to 

year. 

Ships  built 
Tonnage. 

1844 
1845 
1846 
1847 

1848 

57,347 
64,191 
66,236 
74,046 
82,361 

12 

3 

12 

11 

3,995 
7,976 
9,889 

14,413 

100 
25 

46 

250,084 
255,868 
291,887 
310,312 
369,967 

2^ 
14 

19 

16,205 
23,129 
39,858 
54,511 
75,561 

Per  cent  increue  Ships  owned  45 
•     "       "             "     built  S6I, 
in  four  years. 

Per  cent  inc.  of  Ships  owned  48 
Per    "      '«         •»      Built,  366, 
in  four  years. 

16 


The  preceeding  table  shows  that  the  Tonnage  owned  in  Portland, 
is  18  1-4  per  cent  —  and  the  Tonnage  built  is  16  per  cent,  of  all, 
owned  and  built  in  the  State.  'nf-  •     -    i.'  o  v  -.^  -, 

The  transporiation  of  Lumber  on  your  road  will  be  a  still  more 
important  branch  of  trade,  than  that  of  Ship  Timber.  * 

It  is  estimated  by  dealers  in  this  article,  that  the  total  amount 
manufactured  on  the  Presumpscot  river,  is  from  8  to  9  millions,  and 
the  Saco,  30  to  40  millions  of  feet. 

An  immense  amonnt  of  lumber  must  pass  over  your  road  in  each 
direction  from  these  rivers.  To  these  great  productions  of  the  for- 
ests must  be  added,  fire  wood,  headings,  shocks,  hoop>poles,  wood- 
en ware,  &c.,  ^.,  in  large  quantities. 

Fruit  composes  one  of  the  articles  of  trade,  of  several  of  the 
towns,  and  it  is  estimated  that  5000  barrels  of  apples  are  annually 
sent  to  market  from  one  town  only.  The  amount  of  merchandise 
transported  by  merchants  in  the  several  towns  tributary  to  your 
road,  will  not  at  the  present  time  fall  short  of  7000  tons  annually. 

Manufactured  goods,  together  with  the  raw  material  will  furnish 
freight  in  both  directions,  which  now  amounts  to  several  thousand 
tons  annually. 

With  this  view  of  the  character,  resources,  and  productions  of 
the  country  to  which  you  look  for  local  trade,  I  am  decidedly  of 
the  opinion  that  the  advantages  of  your  road  in  this  respect,  are 
equal  to,  if  not  superior  to  most  of  the  roads  of  New  England. 

Relative  to  the  revenue  that  you  may  derive  from  the  transpor- 
tation of  passengers,  I  will  observe  that  the  position  and  connexions 
of  your  road,  the  character  and  extent  of  the  population  along  the 
route,  are  such  as  to  give  the  strongest  assurance  of  a  large  income 
from  this  source.  ^    '       ,, 

In  addition  to  the  great  number  of  Stage  Coaches  and  private 

conveyances  ^vhich  arrive  at  and  leave  Portland  in  this  direction 
daily,  there  are  numerous  cross  lines  at  Buxton,  Alfred  and  other 

points  which  will  concentrate  the  travel  from  a  large  section  of  the 

country  to  your  road.  •  ,ii!i  m      ;:         {  m  ■;  ^     ^'^-i 

On  its  completion,  many  of  the  lines  will  change  their  relations, 

new  routes  will  be  opened,  extending  further  into  the  interior,  and 


1 


^ 


>  f 


^ 


running  to  particular  stations  on  your  line.  By  thts  means  a  large 
population  will  be  brought  to  the  support  of  the  road,  and  the  num- 
ber of  passengers  greatly  increased. 

Tha  total  population  of  the  towns  along  the  route  of  your  road, 
it  will  be  seen  by  referring  to  the  statistical  table,  is  as  per  census 
of  1840  —  41,000.  To  this  should  be  added  the  population  of  the 
towns  at  and  in  the  immediate  vicinity  of  each  terminus  of  the 
road,  which  probably  is  not  less  than  25,000,  making  a  total  popu* 
lation  of  65*000  iahabitants,  on  and  near  your  road,  who  will  con> 
tribute  to  its  business.  ^ 

The  rollowing  tabular  itatement  ihowi  the  comparatWe  density  of  population  of  the  let- 
tled  portions  ordiflbrent  Counties  of  this  Stale  at  the  periods  named.) 


'  • — 

1800. 

1820. 

1840. 

Counties. 

Square 

Den- 

Square 

Den-l 

Square    Deri' 

Milet. 

sity. 

Miles. 

sity. 

Miles.  1  sity. 

York,    - 

817       42 

817 

56 

817 

66 

■  •Cumberland, 

955      33    1 

988 

50 

988 

54 

liincola, 

950 

29 

950 

49 

950 

66 

Kennebec, 

9S5 

16 

1047 

38 

1047 

53 

Waldo. 

440 

15 

812 

27 

812 

51 

Penobscot, 

390 

8 

1143 

12 

1649 

21 

Oxford, 

623 

16 

1228 

22 

1540 

24 

Average  detuitg  of  population  of  country  tributary  to  the  road  including;  Portland,  is    • 
01  per  tquare  milt 

l^rom  the  above  statement,  it  will  be  perceived  that  York  County 
from  thet^year  1800  to  the  present  time,  has  maintained  a  great  supe- 
riority in  the  density  of  its  population ;  no  other  county  reaching  it, 
up  to  1848,  [leaving  the  population  of  Portland  out  of  Cumberland] 
except  Lincoln.  Again  if  we  include  the  population  of  Portland 
tivate  I  ^"^  t^6  portion  of  Cumberland,  Oxford  and  York  Counties  showed  on 
iction  I  the  map  as  being  tributary  to  your  road  we  find  that  the  average 
lother  I  density  of  population  is  greatly  superior  to  any  other  equal  portion 
if  the       I  of  the  State. 

Comparing  the  population  of  this  district  of  Maine  with  that  of 
Itions,  I  the  State  of  Massachusetts,  we  find  that  the  average  density  of  the 
r,  and       |  former  91,  and  that  of  the  latter  is  9jr  per  square  mile. 


'i. 


'  Not  iacludiug  Portland. 


T 


18 


It  appears  from  the  reports  of  thj  various  rail  road  corporations 
in  the  State  of  Massachusetts  for  1848,  that  the  total  number  of 
passengers  trt  ,orted  by  the  main  lines  only,  running  out  of  Bos- 
ton was  over  five  tinries  the  population  of  the  whole  State,  and  that 
the  freight  transported  by  these  and  other  lines  within  the  limits 
of  the  State  was  equal  to  about  1  3-4  tons  to  each  inhabitant. 

There  is  no  very  great  difference  in  the  character  of  the  inhabi* 
tants  generally  of  Maine  and  Massachusetts,  and  makings  <i!l  due 
allowance  for  perhaps  a  less  developement  of  ihe  resources,  and 
less  intercourse  in  the  former,  it  would  appear  safe  to  assume  that 
the  number  of  passengers  transported  on  your  road  will  amount  to 
I  ealy  twice  the  number  of  the  inhabitants  tributary  to  it,  or  equal  to 
an  ti|rjTiegait!  of  120,000  through  and  way  passengers  annually. 
From  my  knowledge  of  the  resources  of  the  courary  which  will 
contribute  to  the  trade  of  vour  road,  f^nd  the  result  of  rail  road  en- 
terprises in  Maine  r;^  vvell  as  in  Massac!  asetts,  I  am  led  to  believe 
that  it  will  do  a  large  freighting  business,  and  that  the  amount 
of  this  trade  \n'ill  soon  reach  60,000  ♦ons  per  annum. 

Applying  about  the  present  rates  of  fare  between  Portland  and, 
Boston,  and  a  low  rate  for  transportation  of  freight,  and  we  have 
the  following  results. 


V 


^! 


PROBABLE  REVENUE  OF  THE  ROAD 

45,000  Through  passengers  at    85  cts.        -        •  $  38,250, 
75,000  Way  do  "     75  "      -         -         66,000, 

60,000  Tons  Freight  carried  over  half  the  length  ' 

of  the  road,  at  $  1,25,        -        -        -      75,000, 
Mails,  &c.  •        •        •       -        •        -        •     5,000, 


Total  receipts,     . 
t      Deduct  50  per  cent,  for  eyp«nses, 


S  174,250, 
S7,!25. 


Net  receipts,  -        -       $87,125, 

Which  is  7  1-2  per  cert  on  0  1,155,500,  the  cost  of  the  Road. 

Relative  to  the  cost  of  operating  the  road,  I  may  observe,  that 
vhe  expenses  of  operating  the  Porta^nd,  Saco  and  Portsmouth  rail 


19 


road  for  several  years  past  has  baon,  only  abuu.  36  per  cent,  of  its 
r.eceipts,  which  speaks  well  of  the  management  of  that  road. 

The  expenses  of  the  Boston  and  Maine  road  in  1847,  were  43 
per  cent,  of  its  receipts ;  this  road  however,  carried  a  much  larger 
amount  of  freight  than  the  road  abovementioned. 

SLould  your  road  be  operated  with  equal  economy  at  least  to  that 
of  the  Boston  and  Maine  road,  the  net  income  with  the  above 
amount  of  trade  will  be  $  99,323,  or  over  8  1-2  per  cent  en  the  cost. 

In  submitting  the  above  estimate,  1  have  had  reference  not  only 
to  the  present  trade,  but  to  the  increase  which  immediately  follows 
the  opening  of  a  new  line  of  railway.  Illustrativo  of  this  subject, 
I  annex  the  following  tabular  statement  of  several  railways  in 
Massachusetts  showing  the  estimated  number  of  passengers  before 
each  road  was  built,  and  the  number  transported  at  different  pe- 
riods after  they  were  put  in  operation. 


EstimatedNo. 

No.  passen- 

No. passen- 

. 'Vame  of  Road. 

passengers 

gers  soon  af- 

gers carried 

before  opened. 

ter  opened. 

in  184S. 

Boston  and  Worcester, 

23,500 

262,830J 

807,143 

Boston  and  Lowell, 

37,400 

400,886* 

525,764 

Fit'jhburg, 

71,790 

327,034t 

745,825 

Easlorn, 

121,700 

488,026t 

1,021,169 

Boston  and  Mtune, 

460,426* 

1,057,669 

A  very  great  increase  of  business  in  every  portion  of  Massachu- 
setts has  followed  the  introduction  of  railways,  and  notwit!  •'^'»r>A, 
ing  many  of  them  are  competing  lines  yet  the  revenue  of  all  has 
continued  to  increase  rapidly  (Note  B.) 

The  new  lines  have  developed  the  resources  and  increased  the 
business  of  the  country  in  a  greater  ratio  than  they  have  provided 
means  for  its  accommodation. 

The  amount  of  travel  between  Portland  and  Boston  at  the  -'sent 
time  is  very  large,  yet  is  small  compared  with  what  it  will  be,  when 
the  numerous  linfes  now  in  progress  shall  have  been  completed. 

*For  the  year  1846. 
jFor  the  year  1848. 
tFor  the  first  whole  year  after  the  road  was  completed. 


20 


VouT  road  will  not  only  add  materially  to  this  amount  of  business, 
but  it  will  be  one  of  the  great  thoroughfares  over  which  the  rapidly 
increasing  travel  of  the  east  and  north  will  pass.  It  is  a  fact  wor- 
thy of  notice,  that  the  two  main  lines  running  easterly  from  Bos- 
ton, transported  during  the  last  year  2,078,738  passengers  or  39  per 
cent  of  the  whole  number  carried  by  all  the  lines  running  out  of 
Boston. 

When  the  great  north-western  line,  reaching  to  Montreal,  and 
the  other  trunk  lines  penetrating  the  interior  of  the  State  of  Maine 
in  several  directions  and  extending  on  towards  the  Lower  Provin* 
ces  are  completed,  there  will  be  a  vast  accession  tu  the  trade  and 
travel  in  the  direction  of  Boston.      '   '"      ' 

It  is  necessary  to  anticipate  but  a  few  years  when  these  extended 
lines  will  be  in  successful  operation  all  converging  to  Portland  as 
the  chief  commercial  city  of  the  State,  and  the  important  relations 
which  your  road  sustains  in  connecting  the  great  railway  system 
of  Massachuseiui  with  that  of  Maine  and  Cana^^a,  w  M  at  once  be 
seen.  It  perfects  and  forms  part  of  a  great  litu  ti  .ing  two 
important  cities,  to  each  of  which,  railways  converge  from  almost 
every  direction,  concentrating  an  immense  amount  of  travel. 

At  the  eastern  terminus  of  this  line,  the  benefits  of  a  more  lecent 
$5 stem  of  railways  are  but  just  beginning  to  befell,  but  as  this 
system  is  fast  developing  itself,  a  rich  and  an  abundant  harvest  will 
soon  be  provided  for  the  railways  connecting  Maine  and  Massachu* 
setts. 

Allusion  has  been  made  in  another  part  of  this  report,  to  a  prO' 
posed  branch  line  to  your  road,  which  in  its  influence,  upon  your 
trade  and  the  value  of  your  stock,  is  scarcely  second  to  your  advaa- 
tages  at  either  terminus.  This  is  a  connection  with  the  roar'v  of 
New  Hampshire  and  V  ^mont,  running  westerly  to  Lake  C  .«■ " 
plain  and  northwesterly  to  the  Canada  line. 

The  most  natuTal  point  of  divergence  from  your  line  to  form  tbi. 
connection  appears  to  be  in  the  town  of  Alfred,  a  distance  of  about 
33  miles  from  Portland  and  running  as  nearly  in  a  westerly  direc- 
tion as  the  ground  will  permit,  to  the  south  end  of  Winnipiseogce 


21 


Lake  in  the  town  of  Alton,  thence  along  its  southwestern  shcre  to 
Gilford,  wheu  it  would  bear  more  westerly  and  probably  intersect 
the  Boston,  Concord  &  Montreal  Railroad  near  Meredith. 

From  this  point,  looking  to  a  still  moie  westerly  connection,  the 
above  mentioned  road  would  probably  be  followed  for  a  number  of 
miles  to  a  point  in  the  town  of  Northfield,  where  a  branch  could  be 
constructed,  connecting  that  wiih  the  Northern  road  at  a  point  in 
the  vicinity  of  the  village  of  Franklin.  This  would  perfect  a  di- 
rect westerly  line  of  railways  from  Portlrnd  to  Burlington  on  Lake 
Champlain. 

This  must  be  regarded  as  an  important  connection  and  one  which 
not  only  brings  Lake  Champlain  nearer  to  Portland  than  Boston, 
but  also  the  upper  Connecticut  and  Passumpsic  valleys,  through  the 
Boston,  Concord  &  Montreal  road  to  Haverhill. 

The  project  of  a  road  from  Montpelier,  Vermont,  to  the  Connec- 
ticut at  Wells  river  village  or  Bradford,  has  been  much  discussed. 
Should  this  be  constructed,  uniting  with  the  Boston,  Concord  ic 
Montreal  road  at  or  in  the  vicinity  of  Haverhill,  by  constructing 
the  other  link  from  the  last  mentioned  road  at  Winnepiseogee  Lake 
to  your  road  in  Alfred,  another  and  more  direct  line  of  railway 
communication  fromr  Portland  to  Lake  Champlian  at  Burlington, 
would  be  completed. 

This  materially  reduces  the  distance  below  that  by  the  way  of 
the  Northefti  and  Central  road  to  Montpelier  as  above  described, 
and  as  it  strikes  the  Connecticut  valley  at  a  point  from  30  to  40 
miles  above  any  other  road  leading  from  Lake  Champlain  to  the 
seaboard,  it  enjoys  unusual  advantages.  It  not  only  presents  a  much 
shorter  route  for  the  Western  trade,  but  its  manifest  tendency  is  to 
intercept  the  trade  of  the  upper  Connecticut  and  Passumpsic  val- 
lies,  turning  it  into  a  new  and  more  direct  channel  to  an  Atlantic 
market.  Your  road  would  then  constitute  the  last  and  most  im- 
portant link  of  this  great  chain  over  which  the  accumulated  trade 
of  several  of  the  rich  ist  districts  of  New  England  could  reach  the 
seaboard.  With  this  view  of  the  question,  it  appears  a  proper  sub- 
ject of  investigation  as  showing  the  favorable  position  and  ad'-mta- 


b1 


i^m 


ill 


22 


ges  of  your  line  for  the  western  trade,  and  involving  considerations 
of  much  interest  to  every  friend  and  stockholder  of  the  road' 

For  a  more  perfect  illustration  of  the  advantages  of  this  route, 
its  relative  position  to  the  country  it  is  designed  to  accomodate,  and 
to  other  channels  of  trade,  I  refer  to  the  map  accompanying  this 
repo't.  •       •       "■■     -'■     "  •'"  ^ 

The  beneficial  effects  of  rail  roads  on  the  value  of  lands,  is  a 
subject  with  which  all  are  familiar  and  to  which  I  need  hardly  here 
allude.  These  benefits  are  not  confined  to  the  immediate  vicinity 
of  rail  roads  but  extend  to  large  districts  of  country,  considerably 
remote  from  the  line,  where  the  increased  value  thus  jiven  to  lands 
often  far  exceeds  the  cost  of  the  roads. 

In  the  State  of  Massachusets,  the  immense  increase  in  the  value 

of  real  estate,  has  resulted  mainly  from  the  introduction  of  rail 

(.ads,  and  equally  favorable  results  have  followed  their  constructionr 

other  parts  of  the  country.  The  increased  valuation  of  real  and 
personal  estate  in  the  city  of  Boston  only,  from  1840  to  1848,  most 
of  which  may  be  ascribed  to  the  efiTects  of  her  rail  ways,  was  about 
sixty  millions  of  dollars,  or  more  than  the  cost  of  all  the  roads 
in  the  State. 

To  the  city  of  Portland,  your  road  will  bring  advantages  far  be . 
yond  what  most  of  its  friends  can  estimate  at  this  time,  not  only 
securing  the  rich  trade  of  the  western  part  of  the  State,  now  in 
danger  of  being  drawn  from  us  by  competing  lines,  bj^t  opening  to 
her  a  new  and  favorable  route  to  other  States,  competing  success- 
fully with  the  most  fortunate  lines  to  Boston  from  the  Connecticut 
valley  and  Lake  Champlain.  From  her  real  estate  owners  and 
business  men,  and  in  fact,  from  all  classes  of  her  citizens,  your 
road  should  receive  a  hearty  and  a  liberal  support. 

Railways  have  been  the  great  agency  that  has  given  to  New 
England  her  present  commercial  and  political  importance.  Boston 
and  the  State  of  Massachusetts  have  given  examples  in  this  respect 
which  are  worthy  of  imitation.    But  we  need  not  go  beyond  the 

limits  of  our  own  State  for  proof  of  prosperity  clearly  attributable 
to  the  influence  of  rail  roads.    The  most  casual  observer  cannot 


23 


fail  to  be  impressed  with  the  evidences  of  prosperity  at  Portland 
and  along  the  line  of  the  new  roads  entered  upon  in  Maine  within 
the  last  four  years.  The  results  already  reached  are  but  the 
promises  of  greater  ones  yet  to  come,  and  hold  out  to  the  citizens 
of  Maine  the  most  flattering  prospect  for  the  future,  and  encourage 
them  to  perseverance  in  the  noble  work  of  perfecting  a  great 
system  of  railways  within  her  own  borders. 

Maine  has  been  regarded  as  behind  her  sister  States  in  enter- 
prise and  capital,  mainly  from  the  fact  that  she  has  done  less  for 
rail  roads  than  most  of  the  States  similarly  situated.  Various 
causes  have  conspired  to  hold  in  check  the  spirit  of  railway  enter- 
prise, elsewhere  so  successful,  and  among  others  the  want  of  sym- 
pathy between  the  people  of  the  State  and  the  parties  constructing 
them,  has  been  one  chief  cause.  At  the  present  time  however,  a 
different  feeling  prevails,  but  it  will  take  years  to  achieve  in  Maine 
what  has  been  done  elsewhere  as  will  be  seen  by  the  following 
table  showing  the  comparative  extent,  populatton  and  miles  of  rail 
roads  finished  and  in  progress  in  the  six  New  England  States. 


Name  of 

Sqtiare 

Population 

H.E.  built 

a.  Ji.  iu 

States. 

miles. 

1840. 

miles. 

prog,  mils 

Maine, 

32,628 

501,793 

159 

79 

N.  Hampshire, 

9,491 

284,574 

296 

190 

Vermont, 

10,212 

291,948 

142 

199 

Massachusetts, 

7,500 

737,699 

928 

25 

Connecticut, 

4,764 

309,978 

336 

100 

Rhode  Island, 

1,340 

108,830 

64 

If  however,  Maine  is  behind  others  in  the  amount  invested  in 
railways  she  is  not  wanting  in  enterprise  or  public  spirit. 

With  vast  commercial  and  manufacturing  advantages  she  only 
requires  the  extension  of  railways  into  the  remote  portions  of  the 
interior  to  become  among  the  first  in  commercial  and  political  im- 
portance. Alrear^y  she  is  in  advance  of  every  State  in  the  Union 
in  the  comparative  extent  of  her  interests  in  shipping  and  ship 
building.    [Note  C]  , 

With  this  examinatior.  of  the  merits  and  advantages  of  your  road 


H 


15 


t  I 


24 


the  beneficial  effects  it  will  have  on  the  towns  and  country  in  its 
vicinity  and  the  State  at  large,  I  can  state  with  great  confidence, 
that  I  believe  it  will  be  among  the  best  paying  roads  of  New  Eng- 
land, that  its  trade  will  continue  to  increase  till  all  your  great  lines 
are  completed  and  your  connections  with  Canada  and  the  Lower 
Provinces  are  perfected.  ,      . .  ,  ,  , , 

I  have  the  honor  to  be  , ».  ■,  ,  '^^   ,,^ 

•'  '  Gentlemen,  ,.    ;. 

Your  obedient,  servant, 

A.  C.  MORTON, 
^  ''  -         Consulting  Engineer. 


M\ 


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25 


^aWM 


'#■ 


NOTE    A. 


COSTS    OF    VARIOUS    RAIL    ROADS    IN    MASSACHU- 
SETTS. 


-Name  of  Road. 


Berkshire, 
Boston  and  Lowell, 
Boston  and  Maine, 
Boston  and  Providence, 
Boston  and  Worcester, 
Cape  Cod  Branch, 
Cheshire, 

Connecticut  River, 
Eastern, 
Fall  River, 
Fitchburgh, 
Lowell  &  Lawrence, 
Old  Colony, 

Providence  &  Worcester, 
Western, 


Miles 
Double 
Track. 


25J 
13^ 
16^ 
44^ 


16 
17 

61 


Total 
length  Sf 
branches. 


21,13 
27,62 
79,84 
47,60 
66,62 
27,80 
53,64 
52,35 
58,07 
42,24 
56,12 
12,35 
45,00 
43,50 
117,80 


Total  cost. 


Cost  per 
mile. 


600,000 
2,013,687 
3,571,832 
3,031,106 
4,650,392 

587,116 
2,584,143 
1,588,184 
3,095,393 
1,145,982 
2,945,630 

283,248 
2,080,903 
1,873,895 
7,975,452 


28,395 

72,907          ^ 

4{.,019 

63,678 

69,804          ^ 

21,119 

48,177 

30,337 

53,304          ' 

27,130         ■  i 

52,488          i 

22,935 

46,246           i 

43,078           ^ 

67,703 

Average  cost  per  mile  of 


the  above  roads,     ....     50,621 
those  without  double  track,        32,403 


\    t 


-■«*l*Vfl -.-.■•*•***' 


i  .  i 


36 


NOTE    B. 

STATEMENT  SHOWING  THE  INCREASE  OF 
ON  VARIOUS  ROADS. 


Western  Railroad, 


Passengers. 

Income  1842,        S266,447 
"      1848,  551,038 


Increase  k  six  years,  284,591 
Total,  819,290,  or  160  per  cent. 

Beston  and  Worcester,      Income  1840,  170,855 

"      1848,  332,885 


Increaae  in  eight  years,  162,030 
Total,  448,737,  or  168  per  cent. 

Boston  and  Providence,    Income  1840,  134,651 

"      1848,  231,262 


Increase  in  eight  years,  96,611 
Total,  151,772,  or  75  per  cent.      , 

Eastern  Railroad               Income  1841,  257,734 

,,   "      1848,  378,068 


Increase  in  seven  years,  120,334 
Total,  179,583,  or  60  per  cent. 

Nashua  and  Lowell,          Income  1844,  47,165 

"      1848,  72,858 


.  *4    ''•"'^"y-L 


Increase  in  four  years,  25,703 
Total,  74,700,  or  79  per  cent. 

Boston  and  Lowell,  Income  1840,  127,005 

"      1848,  201,218 


Increase  in  eight  years,  74,213 
Total,  229,773,  or  99  per  cent. 


RECEIPTS 

Freight. 

$246,351 
781,030 

634,600 

96,691 
383,398 

286,707 

67,950 
123,111 

55,161 

41,839 

101,088 

59,249 

47,421 
97,418 

48,997 

104,569 
260,129 

155,560 


37 


Note  B  continued. 
Boston  and  3Iaii^,  Income  1846,  223,191 

.      .-..:.    "  "      1848,  332,161 


Increase  in  two  years,  108,970 
Total,  162,493,  or  47  per  cent. 

Fitchburg,         v,  Income  1846,  128,738 

"      1848,  220,198' 


Increase  in  two  years,  91,460 
Total,  199,619,  or  69  per  cent. 

Baltimore  and  Ohio,         Income,  1847,  403,812 

"      1848,  445,254 


Increase  in  one  year,    41,442 
Total,  111,145,  or  10  per  cent. 


125,943 
179,466 

58,52a 


157,906 
266,065 

108,159 


647,509 
717,212 

69,703 


TABLE  SHOWING  THE  INCREASE  OF  PASSENGERS 
ON  VARIOUS  ROADS. 


JVumber 

u;^umber  of 

wVo 

... 

Per 

JVamcsof  Roadn. 

Year 

of  Pat- 

Vtar  1    Fatten- 

of 

Increase. 

tengert. 

girt. 

yrs 

Boston  and  Lowell, 

1846 

400,886 

1848 

,5W,764 

2 

124,918 

31 

Fitchburg, 

1845 

196,669 

745,885 

3 

549,156 

280 

Weatern, 

1842 

190,436 

405,614 

6 

215,178 

113 

Boston  &  Worcester, 

1843 

262,830 

807,144 

5 

644,313 

2o7 

Old  Colony, 

1846 

213,144 

552,203 

2 

339,0.59 

159 

Eastern, 

1842 

431,000 

1,021,169 

6 

590,160 

119 

Boston  &  Maine, 

1846 

460,426 

1,057,569 

3 

597,143 

129 

Boston  &  Providence, 

476,526 

569,127 

2 

92,612 

119 

Utica  &  Schenectady, 

1843 

147,868 

270,413 

6 

122,645 

83 

Utica  and  Syracu»e, 

114,843 

216,807 

5 

101,964 

89 

Anburn  &  Syracuse, 

83,316 

154,216 

6 

71,899 

86 

Auburn  &  Rochestr, 

105,190 

209,259 

5 

104,069 

99 

Tonavvanda, 

67,604 

148,443 

5 

80,839 

120 

Attica  and  Buffalo, 

68,896 

146,236 

5 

77,339 

112 

Baltimore  and  Ohio, 

149,533 

270,616 

6 

121,083 

80 

i  i 

w 
w 

I  > 


t^ 


NOTE  C. 

TONNAGE'  OF  SHIPS  BUILT  IN  THE  PRINCIPAL  SHIP 
- — -  BUILDING  STATES. 


Year. 

Penn. 

N.  York 

Mass. 

Maine. 

Maine 
exceeds 
Penn. 

Ma\ne 
exceeds 
NTork 

Maine 

exceeds 

Miiss. 

1845 

~    1846 

1847 

1848 

15,819 
15,784 
24,126 
29,638 

29,842 
33,753 
50,994 
68,434 

25,961 
24,321 
27,769 
89,366 

31,105 
49,747 
63,548 
89,974 

15,286 
33,963 
89,422 
60,336 

1,763 
16,494 
12,554 
21,540 

6,144 
25,426 
35,779 
50,608 

Total  4  ys 

85,367 

182,023 

117.417  234,374!149,007|52,861 

116,957 

i  Total  amount  built  by  these  four  States  m  four  years,  619,181. 
;-   Of  which  Maine  has  built  234,374— equal  to  38  por  cent,  of  the 
whole. 


TONNAGE  OF  SHIPPING  OWNED  IN  THE  PRINCIPAL 

COMMERCI^  SfTATES  FROM  1839  TO  1848, 
iNCLUSrVB. 


Name  of  State. 


;  >  i 

'■'       -.^ 

-     '      -    i'^ 

i                 -  ''■ 

!' 

*•?«, 

' , 

m 

m 

ijy 

New  York, 

Massachusetts, 

Maine, 

Louisiana, 

Pennsylvania, 


188 


*— ^ 


468;5&8 
526,364 
282,285 
109,076 
112,359 


1M4~ 

588,576 
501,207 
307,431 
161,769 
128,341 


625,875 
524,994 
320,059 
170,625 
147,802 


1846  i  1847 


656,695 
541,520 
358,123 
181,268 
148,069 


747,024 
577,310 
384,353 
213,638 
182,997 


I  1848 

845,788 

641,288 

456,666 

227,009 

211,652 


■¥S^,V,. 


..■.■a.-. 


